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| New Electric Drag Motorcycle Project |
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| The "Will Be Was" 1966 Harley Sprint |
March 2nd, my latest plan:
I like my low voltage launch at 48V and 1600 battery amps.
I thought I might break something if I launched at 72V 1600 amps, but after testing about 10
times, the 72V 1600 amp launch worked out well.
Just a lot more one wheel spin. I have yet to try the 72V 1600 amp launch on the track.
I have recently purchased a 4.56 gear and a Powertrax Traction System for the Chevelle.
With my current 3.36 gear, the motor is only turning 1500 rpm at the end of the 1/8 mile at 84V
and 50mph.
At this rpm, my field weakening has little or no effect.
Out on the highway, the Chevelle at 72V will do 60mph easy and then the field weakening button
really makes it jump with an additional 500 amps.
So I have to get more rpm in the 1/8 mile, but not sure what the amps will do when I go with
the 4.56 gear.
Once I launch at 48V, I shift to 84V, which breaks traction. (This can be seen on the youtube
video on my home page) A shift from 48V to 72V to 96V is a clean acceleration with no break in traction.
So to get a good launch with constant HP down the track, I think you are right about sucking
amps on the launch and more voltage down the track.
Maybe this is what a good electronic controller does, but for the time being, this is my plan.
Launch at 72V 1600 amps, then shift up in voltage at 24V increments to 168V, then shift the Powerglide
to Drive.
For the 72V launches, I have the Eagle Pitcher 12D2000 batteries which can handle 2000 amps easy,
then for 96V and 120V increments, I have some Orbital's, then for the 144V and 168V I have some Odyssey 1200's. The smaller
amps and time used at the end of the track does not warrant the bigger batteries.
At the time, the voltage shifts are manual and there is a complete momentary absence of voltage
to the motor. (Which it does not seem to mind)
On the drawing board is a motor driven automatic voltage shifter that has no absence of voltage
to the motor that can have its shifting speed varied.
The shifting from 72V to 168V will all happen in the first half of the 1/8 mile, then comes the
shift of the Powerglide to Drive and then the field weakening.
Like they say, "The Proof is in the Time Slips".
Feb. 2nd, change of plans again. I have both the Chevelle and Falcon here
in NC. I am going to sell the Falcon and put the money into batteries for the Chevelle. I don't want to start all over again
so the Chevelle is where I shall put my effort and money.
December 6th, Here are some of the
things Elmer & I are talking about for the Motor he is building for my 62 Falcon. Removing the fan, banding the comm,
increasing the air gap for more rpm, making the connections for field and armature connections 1/2" instead of the original
3/8" size, welding most of the brush and field connections inside, bigger cable from one brush holder to the next and bigger
brush shunt leads. I put all new tires on the Falcon and will have it here at our trailer park here in Garner, NC this afternoon.
A good clean up comes first and then start removing all of the gas items.
December 2nd, a new journey begins!
While the Chevelle is in Texas and I am in North Carolina, I started a new conversion here in North Carolina.
The vehicle: A 1962 Ford Falcon weighing in at 2300 pounds, 1000 pounds
less than the Chevelle.
The Motor: Same motor that is in the Chevelle, only being built from
scratch by Remle, Inc. Generator Repair, New & Rebuilt Exchange, DC Motors, Parts & Repair. 540-334-2080
Meeting with them today in Boones Mill, Virgina to discuss what we can
do to the big dual field GE motor to make it better and faster. This motor runs 2600 rpms with no load at 12 Volts and can
handle 3000 amps.
Thinking about going direct drive without transmisson.
Already purchased the Falcon and starting to clean it up.
Its all original and really cherry. All original and intact interior
and headliner and such.
Pictures coming soon.
Oct. 28th, After
the job in The Dalles, Oregon, the wife and I went on to a job in Sheridan Oregon. We added some modems to the DMS switch
and an inverter to power them. After that, we were sent to Oxford, North Carolina where we are installing an OC-192 and
cut it into an existing fiber ring. So I dropped the Chevelle off in Texas and picked up our travel trailer and went on to
North Carolina, which is where we are at the moment. Being as I don't have the Chevelle or Jawa to work on or race, I am going
to start building another racing EV. I really want those low voltage motorcycle records in NEDRA so I am looking for a complete
motorcycle frame without a motor. If I can not find that I might start on a small car if I can find one. I want to find a
Crosley to convert if possible. I have a few of the new Orbitals with me so I have the batteries for the new conversion, what
ever it turns out to be. Check back now and then for updates.
If anyone reads this and is in the Carolina's or Virgina
and has an old motorcycle frame or small car they might want to sell, give me a shout. Email is installerjack@earthlink.net
| Two Orbital's in series with Horizons makes 96 V |
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| First time 96V will be supplied to Drexel Forklift Motor |
Oct. 9th, the last few days we have
been in The Dalles, Oregon working. Got a little done on the Chevelle. I mounted two Orbital's in the rear on top of the Horizon's.
Getting ready for the 96V Pro Street Conversion record. All I need to do is cable them in series with the Horizon's and rearrange
the contactor's coil supply. I am going to have no 24V contactor, just 48V, 72V & 96V speeds coming from my high voltage
selector. Will still have the 6V & 12V from the low voltage part of my controller for staging and getting to the lights.
I have had 84V on the motor before but never 96V. We will see what happens. Even with the lifted comm bar.
Sept. 30th, I find myself in Woodburn,
Oregon today. It was an EV kind of day when I left Medford a few days ago. Before I left Medford, I stopped by the Big R store
and bought 4 new Exide Orbital batteries. While at the counter checking out the lady at the counter asked me what I was doing
with all of these batteries and I told her they were going in my EV. The guy in the next lane overheard and we started talking.
Then a guy in another lane overheard us talking and joined in. So I told them I had the Chevelle out in the parking
lot and they were welcome to come outside and check it out. So us three stood there in the parking lot for a hour or so just
talking about EV's. One of them was an electrician and he wanted to start with Motorcycle EV's. The other had a grandson with
a Corvair that they wanted to convert. They both asked some good questions and I answered best I could and told them that
the Chevelle was not the norm, that most EV's used electronic controllers. So after our EV talk in the Big R parking lot (The
orbitals cost me $109 each), the Chevelle and I hit the highway and headed north on I-5 till it was time to head west to the
coast, where I had to work in Lincoln City. I tried to bypass Corvallis and took a back road that took me to Independence,
OR where I needed a pit stop. I pulled up along the curb and started looking at the map to see how to get to highway 22 to
the coast, and someone knocked on the passenger window and motioned to roll down the window. When I rolled down the window
he said " That Chevelle is Electric, isn't it". I said "Yes, and how it the heck did you know that?" He said he saw it on
the internet and asked me if I would show it to him. So I did and we talked awhile and a few of his friends came over and
looked for a bit. They worked at Old Town Auto Repair in Independence, OR. I thought that was really strange, just stop at
a small town in the middle of nowhere and someone recognizes the Chevelle. So here in Woodburn, OR. I just had to come
and check out the Drag Strip where so many Nedra Records have been set in the past. I am going to put the Orbitals in series
with the Horizon's and go for the 96 volt Pro Street Record. Maybe here at Woodburn If my job on the coast lasts that long
and I get the Orbitals mounted in time. I have to use the Orbitals to hold up a small telephone office while I take out the
old batteries and put new batteries in the telephone office. So maybe if all works out I can race the Chevelle at 96 Volts
and set another record. I have only had 84 volts on the motor so far, so it will be interesting to see how the motor with
the lifted comm bar will handle the higher voltage.
| Two time slips from White City Drag Strip 9/22 |
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| These times were with a lifted comm bar and no comm film |
Sept. 22 evening, things
looked a little grim all week, but I held in there and worked through the problems. When I was building the Powerglide in
my tent, I broke a sealing ring in the front pump. It was a long shot to find a transmission shop that had parts for a powerglide
locally, but the Ammco shop in Medford, OR had one. Then I get the transmission installed and working and make a test run
and accidentally hit neutral and the motor lifts a comm bar the day before the race. I get to the track and call my Motor
Guru in VA and he says using a comm stone might help a little but the motor really needs to be rebuilt. Then I hit the phone
book looking for a motor rebuild shop in Medford and find one open on a Saturday that had a comm stone. I unhitch the trailer
and go the two miles from the track to his motor shop and pick up an extra coarse comm stone and a finishing stone. Brian
at Prennine Industrial Motors was really helpful and agreed that grinding down the comm with the lifted comm bar might help
for the short time. So I get back to the track and put the heavy stone on my comm for awhile until it is bare copper and no
trace of any brush film and it sounds a little better. I use the finishing stone and the white dust is everywhere. I had no
air compressor so I just left all the dust in the motor. Immediately after I stone the comm, I make my first run, which was
a 14.444 at 43.47mph. Then I come back and charge the batteries at 40 amps until they drop to 10 amps then make my second
run. The second run was 14.253 at 45.21, both in the 1/8 mile. I did run the entire 1/4 mile for the first time and both runs
were around 50mph. I have done that in the 1/8 mile before, so the brushes not being seated really makes a difference.
It was the first Drag Racing EV that the track ever had
they were really nice to announce it when we ran. Lots of interest. Everyone kept saying "You know Scotty Pollacheck"? I guess
he must be from Medford. I submitted my two timeslips for the 72V Pro Street Conversion Record in Nedra and hopefully it will
be another record for the Chevelle. Makes one feel good to overcome so many problems and still reach ones goals. Reminds me
of a book I read one time that says " One must work backward in time" . Like, see the future (My two Time Slips) and then
work backward in time to get to the future. Now that my motor needs rebuilt anyway, I might install me a brake lock and do
some burnouts. That will put me in the Modified Conversion class in Nedra and the 72V Modified Conversion Class is open.
Any two time slips will take that record. I always wanted to do burnouts but did not want to hurt my motor. Maybe I can get
a good comm film doing some burnouts, lifted comm bar and all. Who knows what the future holds. Most likely the next time
I race will be somewhere else, because my time here in Shady Cove near Medford is coming to an end. Next job is up near Coos
Bay race track.
Sept. 22nd, At the track this morning
and I found an Electric Motor shop close by and bought an extra course comm stone and ran it over the comm until it was smoothed
out a bit and sounded a little better. At the time of my first run, the comm was totally bare copper, no film at all. I ran
44mph at 14.4 seconds in the 1/8 mile. One more pass to go for my two time slips. We passed tech inspection with flying colors.
It was their first EV. The old Drexel Forklift motor with the lifted comm bar is still going.
Sept. 21st, I knew this
day would come. :(
On the first test run, the transmission worked flawlessly.
I had to travel about a mile to get out of the campground and onto some open road to run my 1/4 mile and the batteries that
have been sitting for a year really needed some cycling. The Chevelle got a little patch on launch at 48V and then another
little squeal when I shifted to 72V. It ran the 1/4 and when I turned around to go back to camp, I could tell the batteries
were already getting low. By the time I got back to the tent the main contactor was shutting off because the 24V batteries
were too low to hold it in. But I made it back and the first test run went very well. I then charged two batteries at a time
with two 40 Amp Smart chargers. The Horizon batteries really come around when you start to cycle them. When all batteries
dropped from 40 amps to 20 amps, it was time for another test run. Already much better just getting around the campground
and out to the road. Once on the highway, I launched again in 48V and then shifted to 72V and the tires turned both time.
Really picking up speed now and then I hit the field weakening and more amps and more speed. Time to turn around now
and run the 1/4 mile back to camp. Batteries are doing much better this time. The Chevelle is back to running better than
ever, then...........I accidentally hit neutral and the motor rpm went pretty high. While turning back into the campground
gates, I noticed a little noise coming from the motor. This is my first problem ever with this old Drexel Forklift motor.
Got it back to the tent and removed the dust cover from the motor and the best I can tell is that I may have lifted a comm
bar. I still runs and drives but the brushes that were seated pretty good now look like they are not seated at all.
Shoud have experimented with my rev limiter a little more. Still going to the car show tomorrow, but not sure I will race.
I would hate to blow it all apart. I believe it would make it down the track but the times would probably be a lot slower
than my 72V records in the Street Conversion Class. Have to talk to my Motor Person to see if it will hurt to run it
with one of the comm bars a lifted a little. Anyway, pulling the motor is not something I can do in the tent. I am leaving
Oregon next week anyway. I think I will get my Motor Person started building me another Drexel.
Sept. 20th, Transmission is back in
the Chevelle. Tested it on the trailer and it seems to work fine. Pulling a lot less amps with the new pump on idle (6V),
12V & 24V. On the trailer, I put the Powerglide in low and held the brake and applied 12V and the motor was pulling 800
amps. Its been awhile since it did that good. It has been only around 600 amps. Tomorrow will tell, I will take it off the
trailer and make a few test runs.
| Transmission comes out at the campground |
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| Put in a new front pump, filter & capped off the cooler lines. |
| Powerglide on the bench in the Tent |
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| Not too bad really, nice and quiet, except for the squirrels. |
Sept. 19th, Got my work cut out for
me. On the road, in a tent, pull the transmission, install a new front pump, put it back in the Chevelle, make a few test
runs and be at the White City, Oregon Race Track Saturday for the 74 and older car show and Drag Race. Today is Wednesday.
I could not get any work done at the Motel so I had to move to the campground. Also got the rear spoiler mounted and it will
put me in a different class in Nedra, the Pro Street Class. I will run at 72 volts for my first attempt in that class. Have
not really timed the Chevelle since I alligned it and seated the brushes. We'll see if it makes a difference, if the transmission
works. After those 72V launches before I left Texas and the transmission started slipping on take off, I think the pump was
the problem but not sure. One of these days, I will get this Powerglide figured out.
August 4th, Took the Chevelle and Jawa
to a Car show today. Lots of interest. I have hardly seen the Chevelle in the last year. Its been in Texas and I have been
working in Virginia and lately in Washington and Oregon. But now I am back for a bit and tried something I have been wondering
about for a long time. To see what would happen if I launched the Chevelle at 72 Volts. I was thinking that something would
break. Before today, I have always launched at 48 Volts and then shifted to 72 Volts in all of my Races and tests. But I just
had to know. I was curious what the amps would do as well. There are some who say it would go up. Fact is, it did not. It
stayed the same as a 48 Volt launch, which is 1600 amps with the present gearing and tires. After I got back from the Car
Show, I made eight 72 Volt Launches without charging. The first seven were all perfect, with the Chevelle laying a 10 foot
patch of rubber with one wheel. On the eighth one the Powerglide transmission decided that seven was enough and started slipping.
I have to pull it out to put a new pump in anyway, so no big deal. So now I know, the amps will not go up as I increase the
voltage with the same gearing. Now here is another thing I am confused about, gearing. I presently have a 3.36 rear gear.
I was convinced I needed to go higher(numerically lower) to a 2.56 rear gear. But since my test run a while back
of 70mph when I let the Chevelle wind out at 72 Volts, and the field weakening really took effect much greater at the higher
rpms, now I am wondering if I need to go lower to a 3.73 rear gear. I calculated my 70mph 72 volt run at 2500 rpm with my
present gearing. It was at 70mph and still climbing with the field weakening when I shut it down to make my turn back to base.
When I had the powerglide out last time, I ran the motor with no load at 12 Volts and it smoothed out at 2600 rpms. There
is a little vibration through the lower rpms, and then gets perfectly smooth at 2600 rpms. When I first installed the motor
in the Chevelle, I tested it at 24V no load and it went to 4000 rpm with no problems. So, I am not even getting into the old
GE's sweet spot at the lower rpms I am running with my 3.36 rear gear. I now have a 3.73 rear gear in my possession and will
install it as soon as possible. I just have to know for sure by doing, instead of wondering, what the lower gear will do for
the times in the 1/8 mile and beyond. I know the rpms will increase into the sweet spot of the GE motor and field weakening
will have a much greater effect, but not sure of the times in the 1/8 mile. I will know for sure one day soon. Might do a
posi too while I have it out so I won't get the one wheel burn. But those 72 Volt launches were awesome!
Below are some of the Vehicles that I used to Travel with in my Journeys Across America for my work
as a Telecom Installer. There are a few more that I will put up later. Who would think that one could by an old Duece &
1/2 sitting in a field and drive it across country unless you Dreamed it, Planned it & Did it. Same way with your EV's,
Dream It, Plan It, & Do It. There will be problems, but you can overcome them. Just Believe!
| Reo & Ericsson Van Crusing Across America |
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| I almost lost it in the Utah Mountians with the Air over Hydraulic Brakes |
| 1954 Reo Duece & 1/2 & Ericsson Work Van |
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| I drove this Reo from Colorado to Minnesota to Washington State pulling the Ericsson Van |
| 1947 Buick Sedanette & 1934 Harley |
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| Remember Hands across America? I drove this rig from Cinci to Tucumcari for my place in line |
| 1949 Buick Super & 1950 Harley roamed the lower 48 |
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| What these two vehicles taught me is unreal |
| My 1950 Harley that I traveled America with |
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| Think it would make a good conversion? |
Check out the National Electric Drag
Racing Association
| Chevelle blocked on Trailer makes good Work Space |
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| I have had the Powerglide in & out 4 times this week, got it down to a Sceince |
| Motor foward & tilted down, Glide comes out easy |
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| Just imagine how much $ one would spend if they had to take vehicle to shop each time to pull tranny |
| Believe you can do things, & the hard part is over |
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| I have no training on Automatic Transmissions, but after reading my Powerglide books, I believe! |
| After 70mph test Powerglide would not Glide |
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| Looked in Shop Manual Troubleshooting & no movement in any gear is stuck priming valve & it was |
Video of Chevelle's Motor RPM @ 12 Volts no load (1M)
| June 9th, Chevelle & Jawa off to an EAA meeting |
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| Reseated brushes in Chevelle, 2600 rpm @ 12V no load, Road tested to 70mph @ 72 volts (Uphill) |
May 23rd-07, have not done a thing
to the Chevelle since mid-December last year. I have been traveling and have not been home to work on it. Have to pay the
bills first. But I bought an old Jawa motorcylce that I take with me and am converting it to electric. Check in on the "Electric
Motorcycles" link to see the progress I am making on the E-Jawa. It is using the existing tranny and is going to work fine.
Took the first road test the other day on only one small 12V battery and everything worked perfectly. Should easily take the
24V Nedra Record.
| Chevelle's Motor Brushes after the 2006 Season |
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| At the bottom of the brushes are some little specs where too much field weakening was used |
| The Chevelle's Motor Comm |
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| It seems to be the right color but still not real even. Maybe someday I will tear it down & rebuild |
Nov. 23rd, The track closed early this
year, so I guess the 2006 racing season is over. I am happy with it. I took a look at my brushes and com of the Chevelle's
motor to see how they were doing. At one time they were covered with little holes from too much field weakening. (Before my
Field Weakening push button on the dash, I had a toggle and forgot to turn it off and launched in the field weakened mode.
That was the first and only time my 650 amp main circuit breaker tripped. And there was a few other times where I was
experimenting with Field Weakening and had to much and I could hear it arching. So the brushes took a beating.) Their is a
lot of things I need to do before the 2007 season. Which include installing a few items I already have purchased but have
not installed yet, like front drag shocks, deep aluminum cast tranny pan, axle locks, upper and lower rear control arms and
mostly a 2.56 posi. Also have to reweld my adaptor shaft because it is leaking fluid. The Powerglide has been pretty tough
and I am not going to change anything inside. And a paint job. Hope to have everything ready by the end of January so I can
improve on my times and maybe try the 120V SC Class.
| Two Horizon 12D2000's on 24V Drag Bike |
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| Just need to hook up my controller, contactor and saftey features |
| I wonder how many amps the 9" compound will take |
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| No worry, the Horizon 12D2000's will take all she's got |
Nov. 9th, Took two of the Horizon 12D2000's
out of the Chevelle to put on the Drag Bike. They look pretty good on there and have a nice balance for the bike. This makes
the Chevelle 48V so I will go back and try for the 48V Street Conversion Record. Can't wait to test ride the Drag Bike. Have
to install all of the saftey features of the NHRA and NEDRA rules to make the bike comply and be safe. Still lots to figure
out on the controller as well.
| Granola Buster's 1.7 to 1 Sprocket Ratio |
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| The 9" Compound Wound turns at 1000 rpm at 24 Volts |
Nov. 4th, On the Drag Bike, I got the
motor mounted and the chain to the 1.7 to 1 sprockets and fired up the motor on 24 Volts. Just as with no load the compound
motor went to 1000 rpm with the load of turning the 16" truck tire and wheel. The wheel was turning at 600 rpm. With all of
the diffenent on line calculators I have checked, this should be over 50mph. The 24V Nedra Motorcycle record is 13.7
seconds at 42 mph. So If I can control this little 9" motor on launch, it should be competitive with the 24V Nedra Motorcycle
record.
Nov. 1st, The Chevelle has been sitting
on the trailer for a week or so with nothing done to it. I checked the batteries and all of the 12D2000 Horizon batteries
were about 12.6 volts. The two Orbitals were 12.8 Volts and the Golf Cart battery was 6.4 volts. All were fully charged after
racing last Friday Night. For some reason the Horizon 12D2000's voltage won't stay up there like the Orbitals. Maybe its because
of their internal resistance or something. Also been working on the Drag Bike. The compound 9" motor from Surplus Center runs
about 700rpm on 12V and 1100rpm on 24V with no load. I am gearing the Drag Bike at 1.7 to 1 ratio. Its what I calculated to
get me 50mph in the 1/8 mile with 24 Volts. That's pretty high but I think the motor will handle 1500 amps. I plan on launching
at 6V or so and shifting up to 12V and 24V. Going to use large diodes to step the first 12V down. And maybe a little
field weakening on top of that. The Chevelle is going to be aligned tomorrow. It is visibly out of caster. I am going
to align for least rolling resistance. Then change my field weakening rod from 3/8 to 1/4 and see if that gives me the boost
I need to beat the 48V street conversion record. Which is 15.1 seconds. I ran 15.8 on the third run without charging the other
night so it is going to be close. Then I will add my spoiler I bought off of ebay and attempt all four of the 96V and
below Pro Street records. Then I am going to install a brake line lock and attempt all four of the Modified records. Might
have to install my 2.56 posi to beat the 96V Modified Record. Then I am going to take out my motor and Powerglide and Install
it it a Crosley and work on the Extreme Records. This dreaming is hard work.
| Chevelle's weight with 6 12D2000's & 1 Orbital |
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| This is Street Conversion Weight. Full Carpet, Headliner, Door panels and all Interior trim |
Oct. 23, Finally got around to weighing
the Chevelle. I was guessing around 3300 because that was the Chevelle's original weight fully loaded with a V8 and Powerglide.
It weighed in at 3600 pounds. With 6 more 12D2000's, I should be right at 4000 lbs at 144 Volts. My battery person, JB at
Thundersports Racing has two more 12D2000's on the way and has mentioned that he might help out with my 2007 racing season.
I believe I can get to 144 Volts without the GE Motor Fireballing, but then, I am a Rookie, so who knows.
| Exide Orbital added to make 84 Volt String |
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| Launched in 48V Mode and then Shifted to 84V Mode |
| 64 Chevelle 4 door and Honda Insight Time Slip |
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| Chevelle was ahead of the Insight most of the way down the track |
| John, from North Texas EAA in his Honda Insight |
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| What a neat little car, and fast enough to beat the Chevelle |
Oct. 20th, Went Racing
again tonight. Had a new Pit Crew Person. John, from North Texas Electric Vehicle Association came out and enjoyed an
evening of racing. He drove to the track from Dallas in a Honda Insight Hybrid. We talked him into Racing the Insight and
he made a couple of runs on his own and then we had a head to head with the Chevelle and Insight.
It was a close race, but he got me at the end. His
time was 12.37 and the Chevelle's was 13.17 seconds.
I was running at 84V. I added an Orbital to my string
so I could attempt to break the 96V Street Conversion Record. Which I did by a full second and only at 84V. With the Exide
Orbital in series, the shift to 84V was just not the same. That's where I can really tell difference between the 12D2000's
and the Orbital. The 12D2000's can really handle that 2000 amp momentary surge a lot better than the Orbital. Again I made
3 runs without charging the 12D2000's (I charge the Orbital between runs) and they did fine. All runs in the 13's with 13.08
being the fastest.
Had a few problems, tranny starting to leak, Voltage Shifter
coming loose and gas pedal released the 84V contactor and then reapplied on one run resulting in a 13.6 second run.
So I have plenty to work on for next week. I want to go
back to the 48V Street Conversion Record and try for that one before I pull the tranny out and fix the leak.
Oct. 17th, Watching my video's, I think
I need to put my front drag shocks on the Chevelle. Did you see the torque of that big GE motor twist the front of the Chevelle
when the shift to 72V went down? Its right when the tire squeal is heard.
Oct. 16th, Just had confirmation of
the 72 Volt Street Conversion Record with Nedra. I would also like to say "Hi" to all the people around the world that visits
this site. I think towns are what makes this world. I literately grew up in American towns. From age 19 to 49 I traveled from
town to town installing telephone equipment. (Including Batteries) I never had a home, just the town I was in was my home.
So if anyone would like to send me an email just saying what country and town they are from and their name, I will put it
in the "Present Updates" . I could even make a special link for it. And if you are on the road or serving away from home,
let me know that as well. Jack.
Video of 72V 13.49 Second Run (7meg)
Video of 72V 13.27 Second Run (8meg)
| Chevelle's 72 Volt 13.27 second 1/8 mile run |
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| This run and two others were made without recharging the 12D2000 Horizon batteries |
| Chevelle's 72 Volt 13.49 second 1/8 mile run |
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| Check out the videos, you can hear a tire squeal and see the front end raise when 72V was applied |
Oct. 13th...late, just got back from
the races. Made 3 runs without charging. Two runs at 72 Volts and 1 run at 48 Volts. The two 72V runs were 13.27 & 13.49
seconds. The 48V run was 15.81 seconds. I got the time slips this time for the 72V runs, so that should be good for the 72V
Nedra Street Conversion Record. The Nedra 48V Street Conversion Record is 15.1, so with fresh batteries, this one is going
to be close. Might have to put my 2.56 gears in before I close in on that one. Again, everything worked flawlessly and the
motor was still not even warm. And the Horizon 12D2000's were not warm after 3 runs. I shifted quicker to 72V and quicker
to drive this time. Be sure and check out the videos. I got the jump on the other lane and actually kept it for awhile. :-)
| Granola Buster Drag Bike |
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| Will be going after those Nedra Motorcyle Records, starting at the bottom of course. |
Oct. 13th, Starting on a new Electric
Motorcycle, its going to be called the " Granola Buster " . Also getting the Chevelle ready for the races tonight and see
if I can get some time slips for the 72V Street Converison Record in Nedra. Not going to do anything different except shift
a little sooner and hold the field weakening button a little longer. After I get at least two time slips for the 72V Street
Coversion Record, I want to run down the track at just 48V and see how close to the 48V Street Conversion Record the Chevelle
is.
| Current 72V battery layout with Horizon 12D2000's |
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| The 12D2000's easily handle the Chevelle's 1600 Amp Launches and the 600 to 1200 Amps for 13 Seconds |
Oct. 11th, got to make my 72V runs
again this week. The tracks computer was down and I could not get any time slips. (No time slips, no Record) As
long as NEDRA keeps the rules the same for everyone, that will be fine. That's the way it should be. I was going to install
my two Orbitals in the rear and go for the 96V Record but I will save that for the next week. But I might try taking off in
72V instead of 48V and shifting to 72V. Don't want to break anything, but after I make two runs the same as last week,
I might try one lauching in 72V. Maybe not. What I will try is shifting quickly to 72V and then quickly to Drive instead of
letting 72V wind out. Should keep more amps. My battery person, was nice enough to loan me a couple of 12D2000's
to upgrade to 96V. Then I can use the Orbital's to make my first 1/4 mile run at 120V. If anyone needs info or pricing on
these Horizon batteries, contact parts@thundersportsracing.com and ask for JB.
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![pspdb2.jpg](/imagelib/sitebuilder/misc/show_image.html?linkedwidth=actual&linkpath=http://www.poormansev.com/sitebuildercontent/sitebuilderpictures/pspdb2.jpg&target=tlx_new&title=I wonder how many amps the 9" compound will take)
